Diesel Injection Pump
SERVICE MANUAL Common Rail System (HP3) for MITSUBISHI L200/TRITON 4D56/4M41Engine OPERATION June, 2005
DENSO INTERNATIONAL THAILAND CO., LTD. TG00400010E
© 2005 DENSO INTERNATIONAL THAILAND All Rights Reserved. This book may not be reproduced or copied, in whole or in part, without the written permission of the publisher.
Table of Contents
Table of Contents Operation Section 1. PRODUCT APPLICATION INFORMATION 1.1
Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.2
System Components Part Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
2. OUTLINE OF SYSTEM 2.1
Common Rail System Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
2.2
Features of Injection Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
2.3
Comparison to the Conventional System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
2.4
Composition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
2.5
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
2.6
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
2.7
Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
3. SUPPLY PUMP 3.1
Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
3.2
Exterior View Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
3.3
Supply Pump Internal Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
3.4
Construction of Supply Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
3.5
Operation of the Supply Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
4. SUPPLY PUMP COMPONENT PARTS 4.1
Feed Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
4.2
SCV ( Suction Control Valve ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
4.3
Fuel Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
5. RAIL 5.1
Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
6. RAIL COMPONENTS PARTS 6.1
Rail Pressure Sensor (Pc Sensor). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
6.2
Pressure limiter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
7. INJECTOR (G2 TYPE) 7.1
Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
7.2
Characteristics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
7.3
Exterior View Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17
7.4
Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
7.5
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
7.6
QR Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
7.7
Injector Actuation Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-21
Table of Contents
8. OPERATION OF CONTROL SYSTEM COMPONENTS 8.1
Engine Control System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-22
8.2
Engine ECU (Electronic Control Unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-22
8.3
Cylinder Recognition Sensor (TDC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23
8.4
Turbo Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23
8.5
Mass Air Flow Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
8.6
Electronic Control Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-25
9. VARIOUS TYPES OF CONTROL 9.1
Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
9.2
Fuel Injection Rate Control Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
9.3
Fuel Injection Quantity Control Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
9.4
Fuel Injection Timing Control Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
9.5
Fuel Injection Pressure Control Function (Rail Pressure Control Function) . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
10. FUEL INJECTION QUANTITY CONTROL 10.1
Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28
10.2
Injection Quantity Calculation Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28
10.3
Set Injection Quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28
11. FUEL INJECTION TIMING CONTROL 11.1
Ouline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-32
11.2
Main and Pilot Injection Timing Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-32
11.3
Microinjection Quantity Learning Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-33
12. FUEL INJECTION RATE CONTROL 12.1
Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-35
13. FUEL INJECTION PRESSURE CONTROL 13.1
Fuel Injection Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-36
14. DIAGNOSTIC TROUBLE CODES (DTC) 14.1
About the Codes Shown in the Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37
14.2
Diagnostic Trouble Code Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37
15. EXTERNAL WIRING DIAGRAM 15.1
Engine ECU External Wiring Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-43
15.2
Engine ECU Connector Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-44
Operation Section
1. PRODUCT APPLICATION INFORMATION 1.1 Application Vehicle Manufac-
Vehicle Name
Engine Model
Specification
ture MITSUBISHI
Destination (Vol-
Line Off Period
ume) L200
4D56
4WD (AT)
Europe
Dec, 2005
1.2 System Components Part Number Parts Name
DENSO P/N
Manufacturer P/N
Remarks
Supply pump
SM294000-0331
1460A001
Injector
SM095000-5600
1465A041
Rail
SM095440-0640
1465A034
Engine ECU
MA275800-4364
1860A549
For 4WD, W/O PTC
MA275800-4374
1860A550
For 4WD W PTC
Turbo pressure sensor
079800-5960
MR577031
Electronic control throttle
197920-0020
1450A033
Fuel temperature sensor
179730-0020
MR547077
Mass air flow meter
VN197400-4030
1460A001
1– 1
Operation Section
1– 2
2. OUTLINE OF SYSTEM 2.1 Common Rail System Characteristics z The common rail system uses a type of accumulation chamber called a rail to store pressurized fuel, and injectors that contain electronically controlled solenoid valves to inject the pressurized fuel into the cylinders. Because the engine ECU controls the injection system (injection pressure, injection rate, and injection timing), the injection system is independent, and thus unaffected by the engine speed or load. This ensures a stable injection pressure at all times, particularly in the low engine speed range, and dramatically decreases the amount of black smoke ordinarily emitted by a diesel engine during start-up and acceleration. As a result, exhaust gas emissions are cleaner and reduced, and higher power output is achieved.
2.2 Features of Injection Control (1) Injection Pressure Control • Enables high-pressure injection even at low engine speeds. • Optimizes control to minimize particulate matter and NOx emissions.
(2) Injection Timing Control • Enables finely tuned optimized control in accordance with driving conditions.
(3) Injection Rate Control • Pilot injection control injects a small amount of fuel before the main injection.
Common Rail System Injection Timing Control
Injection Rate Control
Optimization
Main Injection Pre-Injection
Speed
Injection Pressure
Injection Timing
Conventional Pump
NOx
Common Rail System Particulate
Injection Pressure
Optimization, High Pressurization
Common Rail System
Injection Rate
Injection Pressure Control
Crankshaft Angle Injection Quantity Control
Conventional Pump Speed
Cylinder Injection Quantity Correction Speed 1 3 4 2 Q001223E
Operation Section
2.3 Comparison to the Conventional System In-line, VE Pump
Common Rail System
System
High-pressure Pipe Rail
Momentary High Pressure Timer
Supply Pump Usually High Pressure Delivery Valve
Nozzle Governor
In-line Pump
Feed Pump SCV (Suction Control Valve)
Injector VE Pump
Fuel Tank Q001224E
Q001225E
Pump (Governor)
Engine ECU, Injector (TWV)*1
Pump (Timer)
Engine ECU, Injector (TWV)*1
Pump
Engine ECU, Supply Pump
Distributor
Pump
Engine ECU, Rail
Injection
Dependent upon Speed and Injection Quantity
Engine ECU, Supply Pump (SCV)*2
Injection Quantity Control Injection Timing Control Rising Pressure
Pressure Control < NOTE > *1 : TWV: Two Way Valve *2 : SCV: Suction Control Valve
2.4 Composition z The common rail system consists primarily of a supply pump, rail, injectors, and engine ECU.
1– 3
1– 4
Operation Section
Fuel Temperature Engine Speed Accelerator Opening Turbo Pressure, Atmospheric Air Pressure Intake Air Temperature Coolant Temperature Crankshaft position
Engine ECU
Cylinder Recognition Position Intake Airflow Rate Rail
Pressure Limiter
Injector
Rail Pressure Sensor
Fuel Temperature Sensor Supply Pump
SCV (Suction Control Valve) Fuel Tank
Q001226E
2.5 Operation (1) Supply Pump (HP3) • The supply pump draws fuel from the fuel tank, and pumps the high pressure fuel to the rail. The quantity of fuel discharged from the supply pump controls the pressure in the rail. The SCV (Suction Control Valve) in the supply pump effects this control in accordance with commands received from the engine ECU.
(2) Rail • The rail is mounted between the supply pump and the injector, and stores the high-pressure fuel.
(3) Injector (G2 type) • This injector replaces the conventional injection nozzle, and achieves optimal injection by effecting control in accordance with signals from the engine ECU. Signals from the engine ECU determine the duration and timing in which current is applied the injector. This in turn, determines the quantity, rate and timing of the fuel that is injected from the injector.
(4) Engine ECU • The engine ECU calculates data received from the sensors to comprehensively control the injection quantity, timing and pressure, as well as the EGR (exhaust gas recirculation).
2.6 Fuel System z This system comprises the route through which diesel fuel flows from the fuel tank via the rail to the supply pump, and is injected through the injector, as well as the route through which the fuel returns to the tank via the overflow pipe.
2.7 Control System z In this system, the engine ECU controls the fuel injection system in accordance with signals received from various sensors. The components of this system can be broadly divided into the following three types: (1) sensors; (2) ECU; and (3) actuators.
Operation Section
1– 5
(1) Sensors • Detect the engine and driving conditions, and convert them into electrical signals.
(2) Engine ECU • Performs calculations based on the electrical signals received from the sensors, and sends them to the actuators in order to achieve optimal conditions.
(3) Actuators • Operate in accordance with electrical signals received from the ECU. Injection system control is undertaken by electronically controlling the actuators. The injection quantity and timing are determined by controlling the duration and timing in which current is applied to the TWV (Two-Way Valve) in the injector. Injection pressure is determined by controlling the SCV (Suction Control Valve) in the supply pump.
Sensor
Actuator
Engine Speed
Injector
Crankshaft Position Sensor (NE)
•Injection Quantity Control •Injection Timing Control
Cylinder Recognition Cylider Recognition Sensor (TDC) Engine ECU Load Accelerator Position Sensor
Supply Pump (SCV) •Fuel Pressure Control
Other Sensors and Switches
EGR, Air Intake Control Relay, Light
Q001227E
Operation Section
1– 6
3. SUPPLY PUMP 3.1 Outline z The supply pump consists primarily of the pump body (eccentric cam, ring cam, and plungers), SCV (Suction Control Valve), fuel temperature sensor, and feed pump. z The two plungers are positioned vertically on the outer ring cam for compactness. z The engine drives the supply pump at a ratio of 1:1. The supply pump has a built-in feed pump (trochoid type), and draws the fuel from the fuel tank, sending it to the plunger chamber. z The internal camshaft drives the two plungers, and they pressurize the fuel sent to the plunger chamber and send it to the rail. The quantity of fuel supplied to the rail is controlled by the SCV, using signals from the engine ECU. The SCV is a normally open type (the intake valve opened during de-energization).
Intake pressure Feed pressure High pressure Return pressure
Suction Valve
Rail
Discharge Valve
Injector
Plunger
Return Spring Return
SCV
Fuel Overflow Regulating Valve Filter
Camshaft
Feed Pump Fuel Inlet Intake
Fuel Tank
Fuel Filter (with Priming Pump)
Q001265E
Operation Section
1– 7
3.2 Exterior View Diagram 4D56 Engine Model
Overflow to Fuel Tank
To Rail
From Fuel Tank
SCV Fuel Temperature Sensor Q001253E
4M41 Engine Model
Overflow to Fuel Tank
From Fuel Tank
To Rail SCV
Fuel Temperature Sensor Q001228E
3.3 Supply Pump Internal Fuel Flow z The fuel that is drawn from the fuel tank passes through the route in the supply pump as illustrated, and is fed into the rail.
1– 8
Operation Section
Supply pump interior Regulating valve Feed pump Overflow
Discharge valve
SCV (Suction Control Valve)
Rail
Pumping portion (plunger)
Intake valve
Fuel tank
QD0705E
3.4 Construction of Supply Pump z The eccentric cam is attached to the drive shaft. The eccentric cam is connected to the ring cam.
Cam Shaft
Eccentric Cam
Ring Cam
QD0706E
z As the drive shaft rotates, the eccentric cam rotates eccentrically, and the ring cam moves up and down while rotating.
Plunger
Eccentric Cam Ring Cam
Cam Shaft
Q001233E
z The plunger and the suction valve are attached to the ring cam. The feed pump is connected to the rear of the drive shaft.
Operation Section
1– 9
Plunger A Ring Cam
Feed Pump
Plunger B
Q001234E
3.5 Operation of the Supply Pump z As shown in the illustration below, the rotation of the eccentric cam causes the ring cam to push Plunger A upwards. Due to the spring force, Plunger B is pulled in the opposite direction to Plunger A. As a result, Plunger B draws in fuel, while Plunger A pumps it to the rail.
1– 10
Operation Section
Suction Valve
Discharge Valve
Plunger A Eccentric Cam
Ring Cam SCV Plunger B Plunger A: Finish Compression Plunger B: Finish Intake
Plunger A: Begin Intake Plunger B: Begin Compression
Plunger A: Begin Compression Plunger B: Begin Intake
Plunger A: Finish Intake Plunger B: Finish Compression
Q001235E
Operation Section
1– 11
4. SUPPLY PUMP COMPONENT PARTS 4.1 Feed Pump z The trochoid type feed pump, which is integrated in the supply pump, draws fuel from the fuel tank and feeds it to the two plungers via the fuel filter and the SCV (Suction Control Valve). The feed pump is driven by the drive shaft. With the rotation of the inner rotor, the feed pump draws fuel from its suction port and pumps it out through the discharge port. This is done in accordance with the space that increases and decreases with the movement of the outer and inner rotors.
Outer Rotor
To Pump Chamber
Quantity Decrease
Quantity Decrease (Fuel Discharge)
Inner Rotor
Intake Port From Fuel Tank
Discharge Port
Quantity Increase
Quantity Increase (Fuel Intake) QD0708E
4.2 SCV ( Suction Control Valve ) z A linear solenoid type valve has been adopted. The ECU controls the duty ratio (the duration in which current is applied to the SCV), in order to control the quantity of fuel that is supplied to the high-pressure plunger. z Because only the quantity of fuel that is required for achieving the target rail pressure is drawn in, the actuating load of the supply pump decreases. z When current flows to the SCV, variable electromotive force is created in accordance with the duty ratio, moving the cylinder (integrated with the armature) to the left side, and changing the opening of the fuel passage to regulate the fuel quantity. z With the SCV OFF, the return spring contracts, completely opening the fuel passage and supplying fuel to the plungers. (Full quantity intake and full quantity discharge = normally open) z When the SCV is ON, the force of the return spring moves the cylinder to the left, closing the fuel passage (normally open). z By turning the SCV ON/OFF, fuel is supplied in an amount corresponding to the actuation duty ratio, and fuel is discharged by the plungers.
Valve body
Return Spring
Needle valve Q001113E
1– 12
Operation Section
(1) SCV Opening Small (Duty ON time long - Refer to the "Relationship Between Actuation Signal and Current" Diagram.) • When the opening of the SCV is small, the fuel suction area is kept small, which decreases the transferable fuel volume.
Feed Pump
Needle valve Small Opening Q001114E
(2) SCV Opening Large (Duty ON time short - Refer to the "Relationship Between Actuation Signal and Current" Diagram.) • When the opening of the SCV is large, the fuel suction area is kept large, which increases the transferable fuel volume.
Feed Pump
Needle valve Large Opening Q001115E
Operation Section
1– 13
(3) Diagram of Relationship Between Actuation Signal and Current (Magneto motive Force)
Small Suction Volume
Large Suction Volume
ON Actuation Voltage OFF
Current
Average Current Difference
Q001116E
4.3 Fuel Temperature Sensor z Detects the fuel temperature and sends a corresponding signal to the engine ECU. Based on this information, the engine ECU calculates the injection volume correction that is appropriate for the fuel temperature.
TEMPERATURE (°C) - 30
RESISTANCE (k (25.40)
- 20
15.40 +- 1.29 1.20
- 10
(9.16)
0 10
(5.74) (3.70)
20 30 40 50 60 70 80 90 100 110 120
)
+ 0.14 0.13
2.45 -
(1.66) (1.15) (0.811) (0.584) (0.428) 0.318 ± 0.008 (0.240) (0.1836) 0.1417 ± 0.0018 (0.1108) Q001237E
1– 14
Operation Section
5. RAIL 5.1 Outline z Stores pressurized fuel (25 to 180 MPa) that has been delivered from the supply pump and distributes the fuel to each cylinder injector. A rail pressure sensor and a pressure limiter valve are adopted in the rail. z The rail pressure sensor (Pc sensor) detects fuel pressure in the rail and sends a signal to the engine ECU, and the pressure limiter controls the excess pressure. This ensures optimum combustion and reduces combustion noise.
Pressure Limiter
Pressure Sensor
Q001236E
Operation Section
1– 15
6. RAIL COMPONENTS PARTS 6.1 Rail Pressure Sensor (Pc Sensor) z The pressure sensor detects the fuel pressure of the rail, and sends a signal to the engine ECU. The sensor is made from a semiconductor that uses the Piezo resistive effect to detect changes in electrical resistance based on the pressure applied to the elemental silicon. In comparison to the old model, this sensor is compatible with high pressure.
Vout/Vc
Vc = 5V
0.84 A-VCC
0.712
A-GND PFUEL
0.52
0.264 0.2 0
0 20
100
160 200
Popt (Mpa)
Q001238E
6.2 Pressure limiter z The pressure limiter releases pressure when the internal pressure of the rail becomes abnormally high. The pressure limiter opens when internal pressure reaches 221MPa (2254 kg/cm2) and closes when rail pressure reaches a given set pressure. Fuel released from the pressure limiter is returned to the fuel tank.
To fuel tank 221 MPa (2254 kg/cm2) Valve Open
From rail
Valve Close
50 MPa (509.5 kg/cm2)
Q001239E
1– 16
Operation Section
7. INJECTOR (G2 TYPE) 7.1 Outline z The injectors inject the high-pressure fuel from the rail into the combustion chambers at the optimum injection timing, rate, and spray condition, in accordance with commands received from the ECU.
7.2 Characteristics z A compact, energy-saving solenoid-control type TWV (Two-Way Valve) injector has been adopted. z QR codes displaying various injector characteristics and the ID codes showing these in numeric form (30 alphanumeric figures) are engraved on the injector head. The common rail system optimizes injection volume control using this information. When an injector is newly installed in a vehicle, it is necessary to enter the ID codes in the engine ECU using the MITSUBISHI diagnosis tool (MUT III).
Operation Section
1– 17
7.3 Exterior View Diagram
<4D56 Engine Model>
<4M41 Engine Model> Q001244E
1– 18
Operation Section
7.4 Construction
QR Codes
30 Alphanumeric Figures
Pressurized Fuel (from Rail)
Control Chamber
Multiple Hole Filter
Command Piston
Nozzle Spring Leak Passage Seat Pressurized Fuel Pressure Pin
Nozzle Needle Q001240E
7.5 Operation z The TWV (Two-Way Valve) solenoid valve opens and closes the outlet orifice to control both the pressure in the control chamber, and the start and end of injection.
(1) Non injection • When no current is supplied to the solenoid, the spring force is stronger than the hydraulic pressure in the control chamber. Thus, the
Operation Section
1– 19
solenoid valve is pushed downward, effectively closing the outlet orifice. For this reason, the hydraulic pressure that is applied to the command piston causes the nozzle spring to compress. This closes the nozzle needle, and as a result, fuel is not injected.
(2) Injection • When current is initially applied to the solenoid, the attraction force of the solenoid pulls the solenoid valve up, effectively opening the outlet orifice and allowing fuel to flow out of the control chamber. After the fuel flows out, the pressure in the control chamber decreases, pulling the command piston up. This causes the nozzle needle to rise and the injection to start. • The fuel that flows past the outlet orifice flows to the leak pipe and below the command piston. The fuel that flows below the piston lifts the piston needle upward, which helps improve the nozzle's opening and closing response.
(3) End of Injection • When current continues to be applied to the solenoid, the nozzle reaches its maximum lift, where the injection rate is also at the maximum level. When current to the solenoid is turned OFF, the solenoid valve falls, causing the nozzle needle to close immediately and the injection to stop.
Solenoid
Leak Passage
To Fuel Tank
Actuating Current
Actuating Current
TWV
Actuating Current
TWV Rail Outlet Orifice Inlet Orifice
Control Chamber Pressure
Control Chamber Pressure
Control Chamber Pressure
Injection Rate
Injection Rate
Injection Rate
Command Piston Nozzle
Non-Injection
Injection
End of Injection Q001241E
7.6 QR Codes z Conventionally the whole injector Assy was replaced during injector replacement, but QR (Quick Response) codes have been adopted to improve injector quantity precision.
Operation Section
1– 20
4D56 Engine Model
ID Codes (30 base 16 characters) Base 16 characters noting fuel injection quantity correction information for market service use QR Codes (
9.9mm)
Q001243E
4M41 Engine Model
QR Codes (
9.9mm)
ID Codes (30 base 16 characters) Base 16 characters noting fuel injection quantity correction information for market service use Q001242E
z QR codes have resulted in a substantial increase in the number of fuel injection quantity correction points, greatly improving precision. The characteristics of the engine cylinders have been further unified, contributing to improvements in combustion efficiency, reduc-
180 Mpa
130 Mpa 96 Mpa 64 Mpa 48 Mpa 25 Mpa
Actuating Pluse Width TQ <4D56 Engine Model>
Correction 8 Points
Injection Quantity Q
Injection Quantity Q
tions in exhaust gas emissions and so on.
180 Mpa
135 Mpa 112 Mpa 80 Mpa
Correction 8 Points
48 Mpa 25 Mpa Actuating Pluse Width TQ <4M41 Engine Model> Q001245E
(1) Repair Procedure • When replacing injectors with QR codes, or the engine ECU, it is necessary to record the ID codes in the ECU. (If the ID codes for the installed injectors are not registered correctly, engine failure such as rough idling and noise will result). The ID codes will be registered in the ECU at a MITSUBISHI dealer using approved MITSUBISHI tools.
Operation Section
1– 21
Replacing the Injector
"No correction resistance, cannot be detected electrically" Replaced injector Engine ECU
* Injector ID code must be registered with the engine ECU Q001133E
Replacing the Engine ECU
"No correction resistance, cannot be detected electrically" Vehicle injectors Replaced engine ECU
* Injector ID code must be registered with the engine ECU Q001134E
7.7 Injector Actuation Circuit z In order to improve injector responsiveness, the actuation voltage has been changed to high voltage, speeding up both solenoid magnetization and the response of the TWV. The EDU or the charge circuit in the ECU raises the respective battery voltage to approximately 85V, which is supplied to the injector by signal from the ECU to actuate the injector.
Common 1
ECU
Constant Amperage Circuit High Voltage Generation Circuit
Injector 2WV#1 (No.1 Cylinder)
Actuating Current 2WV#2 (No.3 Cylinder) 2WV#3 (No.4 Cylinder) 2WV#4 (No.2 Cylinder)
Q001246E
1– 22
Operation Section
8. OPERATION OF CONTROL SYSTEM COMPONENTS 8.1 Engine Control System Diagram
Accelerator Position Sensor Glow Relay
Ignition Switch Signal Starter Signal Vehicle Speed Signal Battery Voltage Other Signals Mitsubishi Diagnosis Tool (MUT-III)
SCV (Sucton Control Valve)
Engine ECU
Fuel Temperature Sensor Rail Pressure Sensor (Pc Sensor)
Pressure limiter
Electronic Control Throttle Cylinder Recognition Position Sensor (TDC Sensor)
Rail
Turbo Pressure Sensor Air Mass Flow Sensor (With Intake Air Temperature)
Fuel Tank injector Crankshaft Position Sensor (NE Sensor)
Coolant Temperature Sensor
Q001247E
8.2 Engine ECU (Electronic Control Unit) z This is the command center that controls the fuel injection system and the engine operation in general.
Operation Section
1– 23
Sensor
Engine ECU
Actuator
Detection
Calculation
Actuation
Q001248E
8.3 Cylinder Recognition Sensor (TDC) z Outputs a cylinder identification signal. The sensor outputs 5 pulses for every two revolutions (720°CA) of the engine.
Pulser
OUT GND
Sensor Signal 5V 1V 0V
30°CA
180°CA
180°CA
180°CA
720°CA
Vcc
Q001249E
8.4 Turbo Pressure Sensor z This is a type of semi-conductor pressure sensor. It utilizes the characteristics of the electrical resistance changes that occur when the pressure applied to a silicon crystal changes. Because a single sensor is used to measure both turbo pressure and atmospheric pressure, a VSV is used to alternate between atmospheric and turbo pressure measurement.
VC
GND
PB
Q001229E
1– 24
Operation Section
(1) Atmospheric Pressure Measurement Conditions • The VSV turns ON for 150msec to detect the atmospheric pressure when one of the conditions below is present: • Engine speed = 0rpm • Starter is ON • Idle is stable
(2) Turbo Pressure Measurement Conditions • The VSV turns OFF to detect the turbo pressure if the atmospheric pressure measurement conditions are absent.
Turbo Pressure Sensor
PB (V) VC = 5 V 4.5
Engine ECU
3.2 Vc PB Input Signal Processing Circuit
GND
Constant Voltage Power Supply
0.5 kPa (abs)
Microcomputer
66.6
202.7 266.6
500
1520 2000
mmHg (abs)
Absolute Pressure Turbo Pressure Sensor Pressure Sensor Device
Intake Manifold
VSV
Atmosphere ECU Q001231E
8.5 Mass Air Flow Sensor z This air flow meter, which is a plug-in type, allows a portion of the intake air to flow through the detection area. By directly measuring the mass and the flow rate of the intake air, the detection precision has been improved and the intake air resistance has been reduced. z This mass air flow meter has a built-in intake air temperature sensor.
Operation Section
1– 25
Air E2 THA VG E2 G +B Temperature sensing element Heating element
Temperature sensor
kΩ 30
Air Flow-VG Characteristic 5
20 4
10 7 5
3
3 2
VG 2
1 0.7 0.5 0.3 0.2
(V) 1
-20
0
20
40
60
80 °C
01
25
10 20
50 100 200
Air Flow (x10-3kg/s) EFI Main Relay Airflow Meter
+B
Power Supply
Air Thermometer
VG
Engine ECU Voltage Detection
IC Heating Element
EVG
Intake Air Temperature Sensor
5V Power Supply
Intake Air
E2
THA
Voltage Detection
Q001260E
8.6 Electronic Control Throttle (1) Outline • The suctioning of air is stopped through interlocking the intake throttle with the key switch in order to reduce engine vibration when the vehicle is turned off.
1– 26
Operation Section
Valve Fully Opened (Mechanical)
Valve Fully Opened (by Control)
Valve Fully Closed
VTA1
M
VC VTA2
IC2
IC1
E2 M+ ME2
VTA2
VC
VTA1
M+
MQ001256E
(2) Operation
Throttle valve fully opened (by control) ON Engine OFF, valve fully opened (by control)
Engine Key
Valve fully opened (mechanical)
OFF Key switch OFF throttle valve shut. 100%
Target Valve Opening (Percentage)
0% Approx. 0.1 - 0.2 sec. Q001232E
Operation Section
1– 27
9. VARIOUS TYPES OF CONTROL 9.1 Outline z This system effects fuel injection quantity and injection timing control more appropriately than the mechanical governor and timer used in the conventional injection pump. The engine ECU performs the necessary calculations in accordance with the sensors installed on the engine and the vehicle. It then controls the timing and duration of time in which current is applied to the injectors, in order to realize both optimal injection and injection timing.
9.2 Fuel Injection Rate Control Function z Pilot injection control injects a small amount of fuel before the main injection.
9.3 Fuel Injection Quantity Control Function z The fuel injection quantity control function replaces the conventional governor function. It controls the fuel injection to an optimal injection quantity based on the engine speed and accelerator position signals.
9.4 Fuel Injection Timing Control Function z The fuel injection timing control function replaces the conventional timer function. It controls the injection to an optimal timing based on the engine speed and the injection quantity.
9.5 Fuel Injection Pressure Control Function (Rail Pressure Control Function) z The fuel injection pressure control function (rail pressure control function) controls the discharge volume of the pump by measuring the fuel pressure at the rail pressure sensor and feeding it back to the ECU. It effects pressure feedback control so that the discharge volume matches the optimal (command) value set in accordance with the engine speed and the injection quantity.
Operation Section
1– 28
10. FUEL INJECTION QUANTITY CONTROL 10.1 Outline z This control determines the fuel injection quantity by adding coolant temperature, fuel temperature, intake air temperature, and intake air pressure corrections to the basic injection quantity. The engine ECU calculates the basic injection quantity based on the engine operating conditions and driving conditions.
10.2 Injection Quantity Calculation Method z The calculation consists of a comparison of the following two values: 1. The basic injection quantity that is obtained from the governor pattern, which is calculated from the accelerator position and the engine speed. 2. The injection quantity obtained by adding various types of corrections to the maximum injection quantity obtained from the engine speed. The lesser of the two injection quantities is used as the basis for the final injection quantity.
Injection Quantity
Accelerator Opening
Engine Speed Accelerator Opening Basic Injection Quantity Engine Speed
Low Quantity Side Selected
Corrected Final Injection Quantity
Injector Actuation Period Calculation
Maximum Injection Quantity Individual Cylinder Correction Quantity Speed Correction
Injection Quantity
Injection Pressure Correction Turbo Pressure Correction Engine Speed
Intake Air Temperature Correction Atmospheric Pressure Correction Q001252E
10.3 Set Injection Quantities (1) Basic Injection Quantity • This quantity is determined by the engine speed and the accelerator opening. With the engine speed constant, if the accelerator opening increases, the injection quantity increases; with the accelerator opening constant, if the engine speed rises, the injection quantity decreases.
Basic Injection Quantity
Operation Section
1– 29
Accelerator Opening
Engine Speed
Q000888E
(2) Maximum Injection Quantity • This is determined based on the basic maximum injection quantity determined by the engine speed, and the added corrections for in-
Basic Maximum Injection Quantity
take air pressure.
Engine Speed QB0717E
(3) Starting Injection Quantity • When the starter switch is turned ON, the injection quantity is calculated in accordance with the starting base injection volume. The base injection quantity and the inclination of the quantity increase/decrease change in accordance with the water temperature and the engine speed.
Injection quantity
Water temperature Base injection quantity
Starter ON time STA/ON
Start QD0805E
(4) Idle Speed Control (ISC) System • This system controls the idle speed by regulating the injection quantity in order to match the actual speed to the target speed calculated by the engine ECU.
Operation Section
Conditions for Start of Control
Control Conditions •Coolant Temperature •Air Conditioner Load •Gear Position
Accelerator Opening Vehicle Speed
Target Speed Calculation
Coolant Temperature Air Conditioner S/W Neutral S/W
Target Speed Calculation
Injection Quantity Correction
Comparison
Injection Quantity Determination
1– 30
Speed Detection
Q001254E
• The target speed varies, depending on the ON/OFF state of the air conditioner and the coolant temperature.
Engine speed (rpm)
[Target speed]
800 A/C ON/OFF 20 Coolant water temperature (°C)
QD1172E
(5) Idle Vibration Reduction Control • In order to reduce vibration during idling, the angular (time difference between A and B [C and D]) speed of each cylinder is detected using the speed pulse signal to control the injection quantity of each cylinder. As a result crank angle speed becomes more uniform and smoother engine operation is achieved.
Operation Section
1– 31
Speed Pulse
Cylinder #1(#4)
Cylinder #2(#3)
A ( t1,4_L)
B ( t1,4_H)
C ( t2,3_L)
D ( t2,3_H)
Pulser
Sensor Signal 5V 0V 30°CA 360°CA (Make the
t for all the cylinders equal.)
Q001255E
Control Diagram
#1
#3
#4
#2
#1
#3
#4
#2
Crank Angle Speed Crankshaft Angle
Correction
Crankshaft Angle
Q001230E
1– 32
Operation Section
11. FUEL INJECTION TIMING CONTROL 11.1 Ouline z Fuel injection timing is controlled by varying the timing in which current is applied to the injectors.
11.2 Main and Pilot Injection Timing Control (1) Main Injection Timing • The engine ECU calculates the basic injection timing based on the engine speed and the final injection quantity, and adds various types of corrections in order to determine the optimal main injection timing.
(2) Pilot Injection Timing (Pilot Interval) • Pilot injection timing is controlled by adding a pilot interval to the main injection timing. The pilot interval is calculated based on the final injection quantity, engine speed, coolant temperature, ambient temperature, and atmospheric pressure (map correction). The pilot interval at the time the engine is started is calculated from the coolant temperature and engine speed.
Main Injection Top Dead Center (TDC)
Pilot Injection
Interval QB0723E
Operation Section
1– 33
(3) Injection Timing Calculation Method [1] Outline of Timing Control 0
Actual TDC
1
NE Pulse
Solenoid Valve Control Pulse
Pilot Injection
Main Injection
Nozzle Needle Lift Pilot Injection Timing Pilot Interval
Main Injection Timing
[2] Injection Timing Calculation Method
Main Injection Timing
Voltage Correction
Intake Air Pressure Correction
Intake Air Temperature Correction
Corrections
Atmospheric Pressure Correction
Injection Quantity
Basic Injection Timing
Coolant Temperature Correction
Engine Speed
QB0724E
11.3 Microinjection Quantity Learning Control (1) Outline • Quantity learning control is used in every vehicle engine (injector) to preserve the accuracy of quantity (specifically, pilot injection quantity.) This type of control is first performed when shipped from the factory (L/O), and later is automatically performed every time the vehicle runs a set distance (for details, see item "A".) Because of quantity learning control, the accuracy of each injector can be preserved not only initially, but also as deterioration in injection occurs over time. As a result of this learning, correction values are recorded in the ECU. During normal driving operations, this correction value is used to make modifications to injection commands, resulting in accurate microinjection.
(2) Learning Operations • For every two no load, idle instability conditions established (See chart "A" below) quantity learning takes place. In addition, it is also possible to perform quantity learning control manually as a diagnostic tool.
1– 34
Operation Section
Manual Learning Operations (as a Diagnostic Tool) (A) Number of IG OFF Occurrences
Establishment of Learning Operations
Vehicle Running Distance Injection Quantity Deterioration Over Time Judgment No Load Idle Instability Condition Q001250E
(3) Operational Outline • Learning control sends ISC (target speed correction quantity) and FCCB (cylinder-to-cylinder correction quantity) feedback based on engine speed to apply injection control. The correction quantity is added to each cylinder based on ISC and FCCB correction information. The corrected injection quantity is then calculated. Through the use of quantity learning control, injection is divided into 5 injections. In this state, the value for ISC and FCCB corrected injection quantity that has been divided into five injections is calculated as the "learning value".
1st Cylinder 2nd Cylinder 3rd Cylinder 4th Cylinder : ISC Correction Portion : FCCB Correction Portion 1st Cylinder 2nd Cylinder 3rd Cylinder 4th Cylinder ISC Correction Portion
FCCB Correction Portion
Learning Value Q001251E
Operation Section
1– 35
12. FUEL INJECTION RATE CONTROL 12.1 Outline z While the injection rate increases with the adoption of high-pressure fuel injection, the ignition lag, which is the delay from the time fuel is injected to the beginning of combustion, cannot be shortened to less than a certain value. As a result, the quantity of fuel that is injected until main ignition occurs increases, resulting in an explosive combustion at the time of main ignition. This increases both NOx and noise. For this reason, pilot injection is provided to minimize the initial ignition rate, prevent the explosive first-stage combustion, and reduce noise and NOx.
Pilot Injection
Normal Injection
Injection Rate
Large First-stage Combustion (NOx and Noise)
Small First-stage Combustion
Heat Release Rate
-20
TDC
20
Crankshaft Angle (deg)
40
-20
TDC
20
40
Crankshaft Angle (deg) QD2362E
1– 36
Operation Section
13. FUEL INJECTION PRESSURE CONTROL 13.1 Fuel Injection Pressure z The engine ECU determines the fuel injection pressure based on the final injection quantity and the engine speed. The fuel injection pressure at the time the engine is started is calculated from the coolant temperature and engine speed.
Pressure Final Injection Quantity
Pump Speed Q000632E
Operation Section
1– 37
14. DIAGNOSTIC TROUBLE CODES (DTC) 14.1 About the Codes Shown in the Table z The "SAE" diagnostic trouble code indicates the code that is output through the use of the STT (WDS). (SAE: Society of Automotive Engineers)
14.2 Diagnostic Trouble Code Details z The DTC chart below is common to the 4D56/4M41 model. However, DTC number "P1210" is only for use with the 4D56 2WD model engine. DTC
Diagnostic Item
Diagnostic Classifica-
Number
Malfunctioning Part
tion
Light ON
(SAE) P0016
Speed-G
phase
gap Pulse system malfunc- Crankshaft position sen-
malfunction
tion
Yes
sor, cylinder recognition sensor
P0072
Intake manifold tem- Open circuit detection Intake temperature sensor perature sensor - low
(+B
short,
No
ground
short, open) P0073
Intake manifold tem- Open circuit detection Intake temperature sensor perature sensor - high
(+B
short,
No
ground
short, open) P0088
P0089
Rail
high
pressure Fuel pressure control Injector
abnormality
system abnormality
SCV stuck diagnosis
Fuel pressure control Supply pump
Yes
Yes
system abnormality P0093
Fuel leak
Fuel leak
P0102
Airflow sensor - low
Open circuit detection Air Flow Sensor (+B
Fuel piping
short,
Yes No
ground
short, open) P0103
Airflow sensor - high
Open circuit detection Air Flow Sensor (+B
short,
No
ground
short, open) P0106
Turbo pressure sensor Sensor characteristic
characteristic Turbo pressure sensor
Yes
abnor- abnormality
mality P0107
Turbo pressure sensor - Open circuit detection Turbo pressure sensor low
(+B
short,
Yes
ground
short, open) P0108
Turbo pressure sensor - Open circuit detection high
(+B
short,
short, open)
ground Turbo pressure sensor
Yes
Remarks
Operation Section
1– 38
DTC
Diagnostic Item
Diagnostic Classifica-
Number
Malfunctioning Part
tion
Light ON
(SAE) P0112
Intake
temperature Open circuit detection Intake temperature sen-
sensor - low
(+B
short,
Yes
ground sor (AFS)
short, open) P0113
Intake
temperature Open circuit detection Intake temperature sen-
sensor - high
(+B
short,
Yes
ground sor (AFS)
short, open) P0117
Coolant
temperature Open circuit detection Coolant temperature
sensor - low
(+B
short,
Yes
ground sensor
short, open) P0118
Coolant
temperature Open circuit detection Coolant temperature
sensor - high
(+B
short,
Yes
ground sensor
short, open) P0122
Electronic throttle - low
control Open circuit detection Electronic control throttle (+B
short,
Yes
ground
short, open) P0123
Intake valve sensor - Open circuit detection Electronic control throttle high
(+B
short,
Yes
ground
short, open) P0182
Fuel temperature sen- Open circuit detection Supply Pump sor - low
(+B
short,
Yes
ground
short, open) P0183
Fuel temperature sen- Open circuit detection Supply Pump sor - high
(+B
short,
Yes
ground
short, open) P0191
Rail pressure sensor Sensor characteristic
characteristic Rail
Yes
abnor- abnormality
mality P0192
Rail pressure sensor Open circuit detection Rail (time) low
(+B
short,
Yes
ground
short, open) P0193
Rail pressure sensor Open circuit detection Rail (time) high
(+B
short,
Yes
ground
short, open) P0201
TWV 1 (No.1 cylin- Injector
actuation Injector
Yes
actuation Injector
Yes
actuation Injector
Yes
actuation Injector
Yes
der) actuation system abnormality open circuit P0202
TWV 4 (No.2 cylin- Injector der) actuation system abnormality open circui
P0203
TWV 2 (No.3 cylin- Injector der) actuation system abnormality open circuit
P0204
TWV 3 (No.4 cylin- Injector der) actuation system abnormality open circuit
Remarks
Operation Section
DTC
Diagnostic Item
Diagnostic Classifica-
Number
Malfunctioning Part
tion
Light ON
(SAE) P0219
Engine overrun abnor- Engine abnormality
Engine
Yes
Engine
Yes
Injector function (non - Injector actuation abnor Injector
Yes
mality P0234
High boost abnormal- Engine abnormality ity diagnosis
P0301
injection) 1 P0302
malily
Injector function (non - Injector actuation abnor Injector injection) 2
P0303
Injector function (non - Injector actuation abnor Injector injection) 3
P0304
Injector function (non - Injector actuation abnor Injector
P0340
No speed pulse input
Pulse system malfunc- Crankshaft position sen-
Abnormal speed pulse Pulse system malfunc- Crankshaft position sennumber
tio
No G pulse input
Pulse system malfunc- Cylinder recognition sen-
Yes
sor Yes
sor
recognition Pulse system malfunc- Cylinder recognition sen-
Cylinder
Yes
sor
tion P0341
Yes
malily
tion P0336
Yes
malily
injection) 4 P0335
Yes
malily
sensor pulse number tion
Yes
sor
abnormality P0405
EGR lift sensor - low
Open circuit detection EGR valve (+B
short,
No
ground
short, open) P0406
EGR lift sensor - high
Open circuit detection EGR valve (+B
short,
No
ground
short, open) P0502
P0513
Vehicle speed
Pulse system malfunc- Vehicle speed sensor
abnormality - low
tion
Immobilizer authenti- Network
Network
Yes
Yes
catuin error P0551
P0603
Power Steering Switch Power Steering Switch Power Steering Switch ON malfuncion
malfuncion
EEPROM abnormality
Engine ECU internal Engine ECU
Yes
Yes
circuit memory device P0604
RAM abnormality
P0605
Engine
ECU
Engine ECU
Engine ECU
Engine ECU
Engine ECU
CPU Engine ECU
Engine ECU
Yes
Engine ECU
Yes
flash-
ROM abnormality P0606
Engine
ECU
Yes Yes
abnormality (main IC abnormality) P0607
Engine ECU abnor- Engine ECU mality (monitoring IC abnormality)
Remarks
1– 39
Operation Section
1– 40
DTC
Diagnostic Item
Diagnostic Classifica-
Number
Malfunctioning Part
tion
Light
Remarks
ON
(SAE) P0628
P0629
SCV actuation system Fuel pressure control abnormality
system abnormality
SCV +B short
Fuel pressure control
Supply pump
Yes
Supply pump
Yes
system abnormality P0630
VIN not registered in Engine Engine ECU
ECU
write Engine
defect
ECU
(VIN
Yes
rewrite)
VIN stands for “Vehicle Identification Number”. If this DTC code is detected, rewrite the VIN to the Engine ECU. This does not mean that engine ECU is malfunctioning. Do not replace the engine ECU
P0638
Intake throttle valve Actuator malfunction
Electronic control throttle
Yes
stuck P0642
Sensor - voltage 1 low
Engine ECU
Engine ECU
Yes
P0643
Sensor - voltage 1 high Engine ECU
Engine ECU
Yes
P0652
Sensor - voltage 2 low
Engine ECU
Engine ECU
Yes
P0653
Sensor - voltage 2 high Engine ECU
Engine ECU
Yes
P1203
Low charge
Engine ECU
Engine ECU
Yes
P1204
Over charge
Engine ECU
Engine ECU
Yes
P1272
P/L open valve abnor- Fuel pressure control
Rail
Yes
Supply pump
Yes
mality P1273
system abnormality
Single pump abnor- Fuel pressure control mality diagnosis
system abnormality
In the event that the vehicle runs out of gas, "P1273"
may
be
detected
when
the
vehicle is restarted. When "P1273" is displayed, the user should verify whether or not there is gas in the vehicle. Do not replace the pump assy. if it has been verified that the vehicle has run out of gas. Remove the air from the fuel, and erase the code using the MITSUBISHI MUT III diagnosis tool. P1274
Pump protective fill Fuel pressure control plug
system abnormality
Supply pump
Yes
Operation Section
DTC
Diagnostic Item
Diagnostic Classifica-
Number
Malfunctioning Part
tion
Light ON
(SAE) P1275
P1625
Pump
exchange
fill Fuel pressure control
Supply pump
Yes
Engine ECU
Engine ECU
Yes
QR data failure to Engine ECU
Engine ECU
Yes
Electronic control throttle
Yes
sensor-1 Open circuit detection Accelerator position sen-
Yes
plug
system abnormality
QR data abnormality
P1626
write to disc malfunction P2118
DC motor over current Actuator malfunction abnormality
P2122
Accelerator low
(+B
short,
ground sor
short, open) P2123
sensor-1 Open circuit detection Accelerator position sen-
Accelerator high final
(+B
short,
Yes
ground sor
short, open) P2124
sensor-1 Open circuit detection Accelerator position sen-
Accelerator high
(+B
short,
No
ground sor
short, open) P2127
sensor-2 Open circuit detection Accelerator position sen-
Accelerator low
(+B
short,
Yes
ground sor
short, open) P2138
Accelerator sensor - Open circuit detection Accelerator position senduplicate malfunction (+B
short,
ground sor
short, open)
high
Accelerator sensor - Open circuit detection Accelerator Position Senduplicate malfunction (+B
ACCP
characteristic Sensor
abnormality Common
characteristic Accelerator Position Sen-
1
system Injector
system
Yes
sor actuation Injector , Wire harness or
abnormality
COM1 TWV actua- Injector tion
Yes
ground sor
abnormality
open circuit P2147
short,
short, open)
low
P2146
Yes
Yes
Engine ECU actuation Injector, Wire harness or
ground abnormality
Yes
Engine ECU
short P2148
COM1 TWV actua- Injector tion system +B short
P2149
Common
2
open circuit P2228
actuation Injector, Wire harness or
abnormality
system Injector
Engine ECU actuation
Yes
abnormality
Atmospheric pressure Open circuit detection Engine ECU sensor - low
Yes
(+B
short,
Yes
ground
short, open) P2229
Atmospheric pressure Open circuit detection Engine ECU sensor - high
(+B
short,
short, open)
ground
Yes
Remarks
1– 41
Operation Section
1– 42
DTC
Diagnostic Item
Diagnostic Classifica-
Number
Malfunctioning Part
tion
Light ON
(SAE) P2413
EGR feedback abnor- Actuator malfunction
EGR valve
No
mality UD073
CAN bus OFF error
Network
Network
No
UD101
CAN time out flag Network
Network
No
Network
No
Network
No
Network
No
Network
No
(trans) UD102
CAN time out flag Network (ESP)
UD109
CAN time out flag Network (ETACS)
UD117
CAN time out flag Network (immobilizer)
UD190
CAN communication
Network
Remarks
Operation Section
1– 43
15. EXTERNAL WIRING DIAGRAM 15.1 Engine ECU External Wiring Diagram z The wiring diagram below is common to the 4D56/4M41 model.
W-B
B40 BATT
Control (ECCS) Relay L
B38 +BP
B-W
B24 M-REL Lg-R
FAN Relay
P1 P2
A27 C FAN R R-Y
Air Conditioning Relay
A26 A/C R
A-VCC4 A45 A47 G+ A66 GPS-SW B30
EGR Position Sensor
BATT
MT REV SW B20
R-G
G
B35 ETC + B37 ETC -
MT 1ST SW B19
L
G-B
P1 Body Earth
Crankshaft Position Sensor Cylinder Recognition Sensor Power Steering Switch
R Y-B
A08 EGR + A07 EGR -
G
A53 EGR LIFT
Br
A72
EGR LIFT RTN
B18 STA-SW
B-W
B26 IG-SW
A37 GROW R
L
APS1
B02
Gr
APS1 GND B03
Br-W
A-VCC2 B09
Y-R
B10
L
APS2 GND B11
B
SCV+
A10
L-R
SCV-
A29
L-Y
THA
A79
L-R
Air Temperature Sensor Fuel Temperature Sensor
SCV (Suction Control Valve)
A38 GROW L
THF
A50
THFRTN A69
Br
A51
Y-G
THWRTN A70
Br
R-W
A16 W
Tacho Meter
G-W
B25 TACHO
Vihicle Speed Sensor
W-L
B16 SPD
Air Conditioning 1 Switch
Gr
1st Shift Switch
L-W
Y-G
Engine Warning Light
Reverse Shift Switch BATT
APS2 B-W
PTC Control Switch
Accelerator Position Sensor
B05 ETCP-M
R
Glow Plug Relay Glow Light
B-R
A64 A-VCC6
Y-R
Battery
B-W
Gr
I ACC
Key
L-Y
Y-R
S
OFF
R-B
PTC SW A14
A-VCC1 B01
Starter Motor
B-W
B14 CAN1-H B06 CAN1-L
B
EGR DC Motor
G-Br
Body Earth
R
Electronic Throttle Control
R
A-VCC3 A44 A46 NE+ A65 NE-
THW
Coolant Temperature Sensor
A12 A/C1 SW
BATT Q001519E
Operation Section
1– 44
L-Y
Injector1 Drive (#1 Cylinder)
G G Y W-L
Injector2 Drive (#3 Cylinder) L-G
A43 TWV1 A42 TWV1 A05 COMMON1 A24 TWV2 A23 TWV2
L-G
Injector3 Drive (#4 Cylinder)
A04 COMMON1
L Y-G
A41 TWV3 A40 TWV3
Y-G
Injector4 Drive (#2 Cylinder) B-G B-G
B B B
A22 TWV4 A21 TWV4
PFUEL1 A48
W
A-VCC5 A63 PFUEL RTN A68
R
A-VCC6 A64 BOOST A52 BOOST RTN A71
Gr
Rail Pressure Sensor (Pc Sensor)
Br
G-Br
Turbo Pressure Sensor
Br
EXT-A-TMP A55
Y-L
EXT-A-RTN A74
B-L
A54 AMF AMF RTN A73
W-R
EXT Air Temperature Sensor
Airflow Sensor
Br
A01 P-GND A03 P-GND B33 C-GND
R
P1
Body Earth
Q001520E
15.2 Engine ECU Connector Diagram z The connector diagram and terminal below are common to the 4D56/4M41 model.
PTC SW
Q001521E
Terminal Connections (1) No.
Pin Symbol
Signal Name
No.
Pin Symbol
Signal Name
A01
P-GND
Power Ground
A11
—
—
A02
—
—
A12
A/C1 SW
Air Condition 1 Switch
A03
P-GND
Power Ground
A13
—
—
A04
COMMON 1
INJ#1/#4 BATT.
A14
—
—
A05
COMMON 1
INJ#2/#3 BATT.
A15
—
—
A06
—
—
A16
W
Engine Warning Light
A07
EGR-
EGR-DC Motor (-)
A17
—
—
A08
EGR+
EGR-DC Motor (+)
A18
—
—
A09
—
—
A19
—
—
A10
SCV+
Suction Control Valve
A20
—
—
Operation Section
1– 45
Terminal Connections (2) No.
Pin Symbol
Signal Name
No.
Pin Symbol
Signal Name
A56
—
—
A57
—
—
A58
—
—
A59
—
—
A60
—
—
A21 TW4
Injection 4 Drive (# 2 Cylinder)
A22 A23 TWV2
Injection 2 Drive (#3 Cylinder)
A24 A25
—
—
A61
—
—
A26
A/C R
Air Conditioning Relay
A62
—
—
A27
C FAN R
FAN Relay
A63
A-VCC5
Rail Pressure Sensor Source
A28
—
—
A64
A-VCC6
Turbo Pressure Sensor Source (5V)
A29
SCV-
Suction Control Valve
A65
NE-
Crankshaft Position Sensor Ground
A30
—
—
A66
G-
Cylinder Recognition Sensor Ground
A31
—
—
A67
—
—
A32
—
—
A68
PFUEL RTN
Rail Pressure Sensor Earth
A33
—
—
A69
THF RTN
Air Temperature Sensor, Fuel Temperature Sensor Earth
A34
—
—
A70
THW RTN
Coolant Temperature Sensor Earth
A35
—
—
A71
BOOST RTN
Turbo Pressure Sensor
A36
—
—
A72
EGR Lift RTN
EGR Position Sensor Earth
A37
Glow R
Glow Plug Relay
A73
AMF-RTN
Airflow Sensor Earth
A38
Glow L
Glow Light
A74
EXT-A-RTN
Air Temperature Sensor Earth (W/FAS)
A39
—
—
A75
—
—
A40
TWV3
Injection 3 Drive (#4 Cylinder)
A76
—
—
A41
TWV3
Injection 3 Drive (#4 Cylinder)
A77
—
—
A42
TWV1
Injection 1 Drive (#1 Cylinder)
A78
—
—
A43
TWV1
Injection 1 Drive (#1 Cylinder)
A79
THA
Air Temperature Sensor
A44
A-VCC3
Crankshaft Position Sensor BATT
A80
—
—
A45
A-VCC4
Cylinder Recognition Sensor BATT A81
—
—
A46
NE+
Crankshaft Position Sensor
A-VCC 1
Accelerator Position Sensor (Main)
B01
Source A47
G+
Cylinder Recognition Sensor
B02
APS 1
Accelerator Position Sensor (Main)
A48
PFUEL 1
Rail Pressure Sensor (Pc Sensor)
B03
APS 1 GND
Accelerator Position Sensor (Main) Earth
A49
—
—
B04
—
—
A50
THF
Fuel Temperature Sensor
B05
ETCP-M
Electronic Throttle Control (Main)
A51
THW
Coolant Temperature Sensor
B06
CAN1-L
CAN L (W/Resister)
A52
BOOST
Turbo Pressure Sensor
B07
—
—
A53
EGR LIFT
EGR Position Sensor
B08
—
—
A54
AMF
Airflow Sensor
B09
A-VCC 2
Accelerator Position Sensor (Sub) Source
A55
EXT-A-TMP
Air Temperature Sensor (W/AFS)
B10
APS 2
Accelerator Position Sensor (Sub)
Operation Section
1– 46
Terminal Connections (3) No. B11
Pin Symbol APS 2 GND
Signal Name
No.
Accelerator Position Sensor (Sub) B26
Pin Symbol
Signal Name
IG-SW
Ignition Switch
Earth B12
—
—
B27
—
—
B13
—
—
B28
—
—
B14
CAN1-H
CAN H (W/Resister)
B29
—
—
B15
—
—
B30
PS-SW
Power Steering Switch
B16
SPD
Vehicle Speed Sensor
B31
—
—
B17
—
—
B32
—
—
B18
STA-SW
Starter Switch
B33
C-GND
SIG Ground
B19
MT 1ST SW
1st Shift Switch
B34
—
—
B20
MT REV SW
Reverse Shift Switch
B35
ETC+
Electronic Throttle Control Motor (+)
B21
—
—
B36
—
—
B22
—
—
B37
ETC-
Electronic Throttle Control Motor (-)
B23
—
—
B38
+BP
Battery
B24
M-REL
—
—
BATT.
Battery (Back-up, W/Monitor)
Control
(ECCS)
Relay
(W/ B39
DIODE) B25
TACHO
Tacho meter
B40
Published
: June, 2005
Edited and published by:
DENSO INTERNATIONAL THAILAND Field Technical Service Department 369 Moo 3 Teparak Rd. Muang Samutprakarn Thailand
